Subgrading machine



3, 1968 K. v. JOHNSON SUBGRADING MACHINE 3 Sheets-Sheet 1 Filed March 6, 1967 INVENTOR m v m v H//m m%m N 3, 1938 K. v. JOHNSON 3,396,643

SUBGRADING MACHINE Filed March 6. 1967 3 Sheets-Sheet 2 FIG. 6

INVENTOR KENNETH V. JOHNSON ATTORNEY s- 13 68- K. v. JOHNSON 3,396,643

SUBGRADING MACHINE Filed larch 6. 1967 3 Sheets-Sheet 3 KENNETH V. JOHNSON ATTORNEY United States Patent 3,396,643 SUBGRADING MACHINE Kenneth V. Johnson, Milwaukee, Wis., assignor to Koeln-ing Company, Milwaukee, Wis., a corporation of Wisconsin Filed Mar. 6, 1967, Ser. No. 620,876 9 Claims. (Cl. 9439) ABSTRACT OF THE DISCLGSURE A subgrading machine for road construction has front and rear running gear on which the main body of the machine is supported for sidewise working travel; and end running gear on which the main body together with the front and rear running gear are supported in compacted, elevated condition for endwise transport travel.

The invention relates to road making machinery, and it is concerned more particularly with a base grader or subgrading machine which will prepare a smooth course of compacted soil, stone or other base material on which a hard pavement is to be laid.

Conventional machines of the mentioned character have heretofore been constructed to span a road area of two lane width or more, but such relatively large machines have presented a problem of transporting them to and from the construction site where they are to be used. In the assembled condition of these large machines their length and width necessarily exceeds permissible dimensions for highway and rail travel, and it has therefore been customary to disassemble them into smaller component units for transport purposes, and to reassemble such units at the construction site.

The principal object of the present invention is to eliminate the burdensome expenditures of time and labor for the mentioned disassembly and reassembly operations.

More specifically, it is an object of the invention to provide an improved subgrading machine which will span a road area of two lane width or more, and which may readily be converted from an expanded working condition into a compacted transport condition without disassembly of its major components, and which in the compacted transport condition does not exceed permissible dimensions for highway or rail travel.

With the foregoing objects in view the invention contemplates a subgrading machine incorporating front and rear running gear on which the machine may move sidewise for working travel, but which may be retracted for transport travel; and end running gear on which the machine may move endwise for transport travel while the retracted front and rear running gear is sustained in an elevated condition above the ground.

A further object of the invention is to provide an improved subgrading machine of the above mentioned character incorporating, in addition to the front and running gear, a back and forth adjustable chute for directing base material from a dump truck into the path of the machine, and wherein such chute is automatically adjusted from a forwardly to a rearwardly adjusted position when the machine is converted from its working to its transport condition.

These and other objects and advantages are attained by the present invention various novel features of which will be apparent from the disclosure herein of a preferred embodiment of the invention and will be pointed out by the appended claims.

Referring to the accompanying drawings:

FIG. 1 is a top view of a subgrading machine incorporating the invention and being expanded for sidewise working travel along a road site;

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FIG. 2 is a front elevation of the machine shown in FIG. 1, end running gear and a hitch not shown in FIG. 1 being shown in FIG. 2 in upwardly adjusted condition;

FIG. 3 is an elevational view of the right end of the machine shown in FIG. 2;

FIG. 4 is a top view of the machine shown in FIGS. 1-3, but being compacted for endwise transport travel;

FIG. 5 is a fornt elevation of the machine shown in FIG. 4; and

FIG. 6 is an end elevation similar to FIG. 3 and showing the machine in compacted condition for endwise transport travel.

As shown in FIGS. 1 and 4, a generally rectangular vehicle frame has longitudinal front and rear sides I and 2 at a relatively short horizontal spacing from each other, the rear side 2 being formed by an I-beam 3 (FIG. 3), and the front side 1 being similarly formed by another I-beam 4. An operators deck 6 and suitable bracing (not shown) extend between the I-beams and hold them in rigid, parallel relation to each other. A transverse end ember 7 of the vehicle frame is shown at the right of FIG. 1 and projects forwardly beyond the I-beam 4 in a generally upward direction as shown in FIGS. 3 and 6. A hanger bracket 8 is secured to the upper forward corner of the end member 7, and another hanger bracket 9 is mounted on the end member 7 in downwardly and rearwardly spaced relation to the hanger bracket 8. As shown in FIGS. 1 and 3, a generally triangular bracket plate 11 is secured to the l-beam 4 and extends forwardly therefrom at the axially inner side of the end member 7 from which it is spaced a substantial lateral distance by a plate brace 12.

Pivotally mounted between the hanger bracket 9 and the bracket plate 11 for swinging movement on a horizontal axis 13 is a forward running gear unit generally designated in FIGS. 1 and 3 by the reference character 14. As schematically indicated in FIG. 3, the running gear unit 14 comprises a self-laying track mechanism including an endless track belt 16, a hydraulically powered drive mechanism 17 for the track belt, and a track frame 18 mounting the drive mechanism 17. The track belt 16 and the track frame 18 are straddled by the forked forward end of a support arm 19 which has a horizontal pivot connection 21 with the track frame. At its rear end, the support arm 19 is fitted between the bracket 9 and bracket plate 11 and is pivotally supported thereon on the axis 13. The angular position of the arm 19 about the axis 13 is controlled by a double acting hydraulic ram 22 which is operatively interposed between the vehicle frame and the supporting arm on centers in radially spaced relation to the pivot axis 13, the cylinder of the ram 22 being pivoted at 23 to the hanger bracket 8, and the piston rod of the ram 22 being pivoted at 24 to a bracket 26 on the upper side of the support arm 19.

Another forward running gear unit which is a duplicate of the one at the right is mounted at the left end of the vehicle frame and generally designated by the reference character 14'. Parts at the left of FIG. 1 which correspond to parts at the right are designated by the same reference numerals primed, and the descriptions and explanations hereinbefore with reference to the construction and mounting of the right forward running gear unit 14 analogously apply to the left forward running gear unit 14'.

Spaced along the rear side 2 of the vehicle frame, as shown in FIG. 1, are left and right rear running gear units 27 and 27'. Referring to FIG. 3, the rear running gear unit 27 comprises a self-laying track mechanism the same as the self-laying track mechanisms of the front running gear units, corresponding parts being designated by the same reference numerals. The track belt 16 and the track frame 18 of the running gear unit 27 are straddled by the forked rearward end of a support arm 28 which has a horizontal pivot connection 29 with the track frame. Geometrically, the pivot connection 29 lies midway between the longitudinally opposite ends of the self-laying track unit but due to the weight of the drive mechanism 17 the unit is unbalanced, its center of gravity and the axis of the pivot connection 29 being relatively offset so as to bias the rear end of the unit downward with respect to the arm 28. This relationship is significant as will be explained more fully hereinbelow.

At its forward end, the arm 28 has a horizontal pivot connection 31 with a bracket 32 which is mounted on and extends forwardly from the I-beam 3. The angular position of the arm 23 about the axis of the pivot connection 31 is controlled by a double acting hydraulic ram 33 which is operatively interposed between the vehicle frame and the supporting arm 28 on centers in radially spaced relation to the pivot axis 31. One of the reaction centers of the ram 33 is afforded by a horizontal pivot connection 34 of the ram cylinder with a bracket 36 which is mounted on and extends rearwardly from the I-beam 3. The other reaction center of the ram 33 is afforded by a horizontal pivot connection 37 of the ram piston with a bracket on the rear end of the arm 28.

The rear running gear unit 27 is a duplicate of the running gear unit 27, and corresponding parts are designated by the same reference numerals primed. The descriptions and explanations hereinbefore with reference to the construction and mounting of the right rear running gear unit 27 analogously apply to the left rear running gear unit 27.

Road working tools below the vehicle frame comprise a vibratory cutting mechanism 38 and a vibratory tamping mechanism 39. A supporting arm 43 for the cutting mechanism has a rearward horizontal pivot connection 44 and a forward lift connection 46 with the vehicle frame. A grader blade is flexibly suspended from the forward end of the arm 43 and bears rearwardly against a compression spring assembly thereon. A vibrator housing 59 is suitably actuated for gyratory movement about a virtual axis extending horizontally in right angle relation to the working travel of the machine. A screed is secured to the under side of the housing 50, and a compression spring 51 reacts between the housing 50 and a link 47 which is swingable up and down about a pivot connection with the vehicle frame by a hydraulic ram 48. A lift strap 49 connects the housing 50 with the link 47. The vibrator housing 56 has a thrust transmitting connection with the blade 40 which causes the blade to vibrate generally in the direction of vehicle travel while the screed is vibrated by the gyratory movement of the housing 50.

Two paddle type base material spreading mechanisms 41, 42 are mounted at the forward side of the machine as shown in FIGS. 1 and 2.

A housing 52 at the left end of the vehicle frame encloses a power plant (not shown) including an internal combustion engine and hydraulic pump assembly for supplying pressure fluid for the drive mechanisms 17 of the front and rear running gear units 14, 14' and 27, 27; for the spreading mechanisms 41, 42, and for various hydraulic rams including the front and rear running gear rams 22, 22 and 33, 33, the link suspension ram 48 and others which are located at the longitudinally opposite ends of the vehicle frame as will be described more fully hereinbelow. An operators seat 53 and a control console 54 are mounted on the operators deck 6 as indicated in FIGS. 1 and 2.

The lateral spacing between the front running gear units 14, 14' is wide enough to accommodate two rear dump trucks side by side as symbolically indicated by the dash-dotted outlines 56 and 57 in FIG. 1. and from which base material, such as crushed stone, may be discharged into the path of the machine in front of the spreaders 41, 42 and tool units 38, 39. In order to build up a desirable accumulation of such material ahead of the spreaders and tool units as the machine advances along the base course, a chute generally designated in FIGS. 1 and 2 by the reference numeral 58 is mounted at the forward side of the vehicle frame. Referring again to FIG. 3, the chute 53 comprises a rearwardly facing inclined wall 59 and stiffening walls 61 at the forward under side of the wall 59. The length of the chute in the longitudinal direction of the vehicle frame is some what greater than the span between the running gear units 14, 14, and end portions of the chute extend slightly beyond the self-laying track units of the front running gear units as shown in FIG. 1. A supporting arm 62 (FIG. 3) extends forwardly from the chute below the support arm 19 of the right running gear unit 14, and the forward end of the arm 62 has a horizontal Pivot connection 63 with a depending bracket at the forward end of the arm 19. Another chute supporting arm (not shown) corresponding to the arm 62 has a horizontal pivot connection with the forward end of the left running gear support arm 19.

The angular position of the chute 58 about its pivot connection with the running gear supporting arms 19, 19 is controlled by adjustable suspension connections with the vehicle frame at the longitudinally opposite ends of the latter. The connection at the right end of the vehicle frame is shown in FIGS. 3 and 6 and comprises a rod 64, a rocker 66 and a double acting hydraulic ram 67. The rocker 66 has a pivot connection 68 with the end member 7 of the vehicle frame, and the ram 67 is mounted to react between a center on the end member 7 and the free end of the rocker 66 so as to swing the latter back and forth about its pivot center 68 by contraction and expansion of the ram 67. The rod 64 has a pivot connection at its upper end with a midportion 0f the rocker 66, and its lower end is connected in lift force transmitting relation with the chute 58 on a horizontal pivot 69 at a rearward spacing from the forward pivot connection 63.

The adjustable suspension connection of the chute 58 with the left end of the vehicle frame is constructed and arranged in the same manner as the hereinbefore described suspension connection at the right.

The front running gear unit 14, the chute 5S, and the suspension linkage 64, 66 are pivotally interconnected in generally quadrilateral relation to each other, the average spacing between the pivot centers 13, 65 being approximately the same as the spacing between the pivot centers 63, 69, and the spacing between the pivot centers 13, 63 being approximately the same as the spacing between the pivots 65, 69. As a result of this quadrilateral relationship the support arm 19 and the suspension link 64 will be kept approximately parallel to each other when the support arms 19, 19' are swung back and forth by expansion and contraction of the rams 22, 22', and such swinging movement will effect substantially translatory forward and rearward movement of the chute 58 relative to the vehicle frame.

At the right end of the vehicle ttrarne, as shown in FIGS. 2, 4 and 5, an end running gear unit, generally designated 71, is swingably mounted for downward movement upon, and for upward movement from the ground. The unit 71 comprises a wheeled axle 72; a supporting yoke 73 for the axle; horizontal pivot connections 74, 76 (FIG. 4) between the yoke 73 and end brackets 77, 78 on the end structure 7 of the vehicle frame, and a pair of double acting hydraulic actuating rams 79, 81. The rams 79, 81 are pivoted side by side on the axle 72 at 82, and they are connectable with the vehicle frame either on a lower part of the end structure 7 at 83 as shown in FIG. 2, or with a rearwardly extending dual bracket 84 (FIG. 1) on an ripper part of the end structure 7 by a pivot 86 as shown in FIG. 5.

At the left end of the vehicle frame as shown in FIGS. 2, 4 and 5, a hitch unit, generally designated 86, is swingably mounted {for downward movement upon, and for upward movement from the fifth Wheel structure 88 of a standard towing truck 89 partly outlined in FIGS. 4 and 5. The hitch unit comprises a king pin mounting pad 91, supporting yoke 92 for the pad; horizontal pivot connections 93, 94 (FIG. 4) between the yoke 92 and end brackets 96, 97 on the end structure 7' of the vehicle frame; and a pair of double acting hydraulic actuating rams 98, 99. The rams 98, 99 are pivoted side by side on the pad 91 at 101, and they are connectable with the vehicle frame either at a lower part of the end structure 7 at 102 as shown in FIG. 2, or with a forwardly extending dual bracket 103 (FIG. 1) on an upper part of the end structure 7 by a pivot 104, as shown in FIG. 5.

FIGS. 1, 2 and 3 show the subgrading machine in its expanded working condition in which its vehicle frame is supported on the transversely extended upwardly adjusted front and rear running gear 14, 14' and 27, 27' for sidewise travel While the end running gear 71 and the hitch 86 are raise-d. In order to prepare the machine for transport to or from a road construction site the vehicle frame and the front and rear running gear thereon are raised in their entirety to an elevated position in which the track units of the front and rear running gear clear the ground at a substantial height such as a foot or more. For that purpose the end running gear unit 71 is lowered upon the ground from the raised position in which it is shown in FIG. 2, by expansion of the rams 79 and $1. The vehicle frame is at this time sustained on the front and rear running gear units, and the rams 81, 79 swing about their pivot connections with the vehicle frame at 83. After the wheels 106 of the end running gear have come to rest on the ground, the rams 79, 81 are detached at 83, and they are then reconnected to the vehicle frame at 86. Upon such reconnection the rams will have sufiicient leverage to raise the right end of the vehicle frame to the elevated position shown in FIG. 6, while the wheels 106 roll on the ground toward the right end of the vehicle frame under the expanding force of the reconnected rams 79, 81. As shown in FIG. 5 a brace rod 107 may be installed between the axle 72 and the bracket 84 to lock the end running gear 71 in its fully lowered position independently of the rams 79, 81.

An analogous procedure is followed to raise the left end of the vehicle frame as shown in FIG. 5. That is, the hauling truck 89 and the hitch unit 86 are suitably maneuvered to engage the king pin mounting pad 91 of the hitch with the fifth wheel 88 of the truck while the body of the machine is sustained on the front and rear running gear. The pad 91 is lowered about the pivot axis 93 by expansion of the rams 98, 99 which are pivoted at 102 to the vehicle frame and the truck 89 may be backed up slightly to bring its fifth wheel under the lowered mounting pad 91. After the load transmitting connection between the vehicle frame and the truck has been established by engagement of the pad 91 with the fifth wheel 88 while the weight of the vehicle frame is sustained on the front and rear running gear, the rams 98, 99 are detached at 102 (FIG. 1) and reattached at 104 to the vehicle frame. They will then have enough leverage to raise the left end of the vehicle frame to the elevated position shown in FIG. 6, while the machine moves endwise slightly toward the truck on the lowered end running gear 71. As shown in FIG. 5, a brace rod 108 may be installed between the pad 91 and the bracket 103 to lock the hitch 86 in its fully lowered position independently of the rams 93, 99.

Raising of the vehicle frame by the described lowering of the end running gear 71 and hitch 86, permits rearward swinging of the front running gear units 14, 14 by expansion of the rams 22, 22', as illustrated in FIG. 6 for the running gear unit 14. Due to the weight of the drive mechanisms 17 for the track belts 16, the rear ends of the forward track units tend to swing downward. However, such tendency is resisted by a stop 109 (FIGS. 3 and 6) on the bracket 26 of the right forward running gear unit 14,

and by a corresponding stop on the left running gear unit. The track mechanism, of the forward running gear units will thus extend lengthwise in generally horizontal directions below the forward side of the vehicle frame when they are swung to their rearward positions by extension of the rams 22 and 22'. At the same time the chute 58 will be moved back to a position substantially below the cutting and tampin-g mechanism 38, 39.

Raising of the vehicle frame by the described lowering of the end running gear 71 and hitch 86 also permits forward swinging of the 'rear running gear units 27, 27 by expansion of the rams 33 and 33, as illustrated in FIG. 6 for the running gear unit 27. Due to the weight of the drive mechanism 17 for the track belts 16, the rearward track units will swing into lengthwise vertical positions in close proximity to the rear side of the vehicle frame when they are swung to their forward positions by extension of the rams 33, 33'.

The described transverse retraction of the front and rear running gear units 14, 14' and 27, 27' and the accompanying rearward adjustment of the chute 58 reduce the over-all foreand aft dimension of the machine to a permissible limit for highway travel and rail transport. For transport travel on a highway the compacted machine may be pulled endwise by the truck 89, and for transport travel by rail the compacted machine may be loaded lengthwise on a flat car.

Upon arrival of the compacted machine at a road construction site it may readily be reconverted from its transport condition to its working condition by appropriate reversal of the described compacting procedure.

It should be understood that it is not intended to limit the invention to the herein disclosed details of construction and that the invention includes any modified constructions within the scope of the appended claims.

It is claimed and desired to secure by Letters Patent:

1. A subgrading machine comprising, a vehicle frame having longitudinal front and rear sides at a relatively short horizontal spacing from each other; front and rear running gear connected with said vehicle frame for up and down and transverse back and forth adjustment relative thereto; actuating means selectively operable to present said front and rear running gear in a transversely extended condition of upward adjustment, or in a transversely retracted condition of downward adjustment relative to said vehicle frame at said front and rear sides, respectively, of the latter; road working tool means mounted on said vehicle frame for up and down movement in unison therewith relative to the ground in response to adjustment of said front and rear running gear by said actuating means; up and down adjustable end running gear operatively connected with said vehicle frame; and actuating means selectively operable to lower and raise said end running gear upon and from the ground, whereby said vehicle frame will be supported on said transversely extended upwardly adjusted front and rear running gear for sidewise working travel while said end running gear is raised, and whereby said vehicle frame and tool means will be supported for endwise transport travel on said lowered end running gear while said front and rear running gear is sustained above the ground in its transversely retracted condition of downward adjustment relative to said vehicle frame.

2. A subgrading machine as set forth in claim 1 and further comprising up and down adjustable hitch means operatively connected with said vehicle frame, and actuating means selectively operable to lower and raise said hitch means upon and from a draft vehicle.

3. A subgrading machine as set forth in claim 1 wherein said front running gear comprises two units operatively mounted at the opposite ends, respectively, of said vehicle frame in forwardly and upwardly, and in rearwardly and downwardly swingable relation thereto, and a chute structure extending between and connected to said front running gear units so that it will be positioned forwardly of said tool means when said forward running gear units are in their forwardly and upwardly adjusted positions, and so that said chute structure will be positioned below said tool means when said forward running gear units are in their rearwardly and downwardly adjusted positions.

4. A subgrading machine as set forth in claim 3 and further comprising suspension elements for said chute structure operatively mounted on said vehicle frame for up and down adjustment relative thereto; said chute structure having forward pivotal supportingjconne ctions with said forward running gear units, and lift force'transmitting connections with said suspension elements rearwardly of said forward supporting connections.

5. A subgrading machine as set forth in claim 4 wherein said vehicle frame, front running gear units'chute structure and suspension elements are pivotally interconnected in generally quadrilateral relation to each other so that adjustment of said front running gear units by said actuating means will effect substantially translatory' forward and rearward movement of said chute structure relative to said vehicle frame. v s V 6. A subgrading machine as set forth in claim 1 wherein said front and rear running gear comprises two front units, one at each end of said vehicle frame, andtwo rear units spaced from each other in the longitudinal direction of said vehicle frame; each ofsaid front and rearunits comprising a running element, a supporting arm for said running element, horizontal pivot means swingably connecting said supporting arm with said vehicle frame; and a hydraulic ram operatively interposed between said vehicle frame and supporting arm on centers in radially spaced relation to the axis of said horizontal pivot means.

. 0 I. t a ,i y 7. A subgrading machine as set forth in claim 6 wherein said running e'lernentof each 'of said front and rear units comprises a self-laying track mechanism having a horizontal pivot connection intermediate its ends with the free end of its associated supporting arm.

3;. .A subgradingmachine as set forth in v claim 7 wherein the-pivotaconnections of the rearward track mechanisms with their respective supporting arms, and the centers of gravity of said rearward track mechanisms are relatively offset was to bias the rear ends of said rearward track mechainsms downward with respect to their respective supporting arms.

9. A subgrading machine as set forth .in claim 7 and further comprising stop means mounted on the supporting arms for the forward track mechanisms and cooper able with the latter upon movement of said front run ning gear units totheir transversely retracted condition of downward adjustment relative to said vehicle frame, so as to position said forward track mechanism on the elevated vehicle frame in lengthwise generally parallel relation to the ground.

References Cited UNITED STATES PATENTS 1,757,908 5/1930 Johnston 94-45 3,015,257 1/1962 Apel 94-45 3,256,787 6/1966 Lewis 94-44 3,304,845 2/1967 Mentes 94-44 NILE C. BYERS, JR., Primary Examiner. 

